Motok



April 27, 1943.

J. G. VINCENT MOTOR VEHICLE Filed Nov. 17, 1939 6 Sheets-Sheet l Fig. l.

6 Sheecs--Shee'l 2 J. G. VINCENT MOTOR VEHICLE INVENTOR.

ATTORNEYS Filed NOV. 17, 1959 rApril 27, 1943.

April 27, 1943.v 1 G, V|NCENT 2,317,423

MOTOR VEHICLE Filed Nov. 17, 1939 6 Sl'xee's--SheerI 5 l INVENTOR.

MTYM April 27, 1943. J. G. VINCENT MOTOR VEHICL E Filed Nov. 17, 1939 6 Sheets-Sheetl 4 INVENTOR.

ATTORNEYS1 April 27, 1943. .1. G. VINCENT 2,317,423

MOTOR VEHICLE Filed Nov. 1'7, 1959 e sheets-sheet 5 BY @Mum ATTORNEY` April 27, 1943- .1. G. vlNcEN-r 2,317,423

MOTOR VEHICLE Filed Nov. 17, 1939 6 Sheets-Sheet 6 INVENTOR. 7mm

off-www ATTORNEYS Patented Apr. 27, 1943 4UNITED STATES PATENT ori-ice Moron. VEHICLE Jesse Vincent, Grosse Pointe, Mich., assigner to Packard Motor Car Company, Detroit, Mich., a corporation of Michigan 1 Claim.

speeds that can be modified to provide four driving speeds, that will occupy a relatively small space, that is rugged and reliable, and that can be produced at a relatively low cost.

Another object of the invention is to provide a drive mechanism for motor vehicles in which change speed gearing has a drive modifying mechanism and reverse drive mechanism associated therewith, the reverse drive being positive and circumventing the modifying mechanism in a manner such that the modifying mechanism does not have to be locked out.

Another object of the invention is to provide a change speed and overdrive mechanism in which the drive can be shifted from the lowest forward speed to the highest overdrive forward speed in two ways.

Another object of the invention is to provide drive mechanism that can be readily shifted into or out of either one of two forward speed drives or modified drives of the two forward drives.

Other objects of the invention will appear from the following description taken in connection with the drawings, which form a, part of the specification, and in which:

Fig. l is a diagrammatic elevational view of a. motor vehicle power and transmission plant with control mechanism associated therewith;

Fig. 2 is a diagrammatic view of the ignition and control circuits when functioning to establish direct drive from the change speed gearing;

Fig. 3 is a fragmentaryview of the control shown in Fig. 2 when set to establish direct drive; i

Fig. 4 is a sectional view of the drive mechanism taken on line 4 5 of Fig. 1, showing the same in reverse drive relation;

Fig. 5 is a sectional view of the drive mechanism taken on line 5-5 of Fig. 4 with a neutral setting;

Fig. 6 is a sectional view lof the drive modifying mechanism taken on line --I of Fig. 4;

Fig, 7 is a sectional view of the drive mechanism taken on line 1 1 of Fig, 4;

Fig. 8 is a sectional view of the drive mechanism taken on line 8--8 of Fig. 4; v

Fig. 9 is a fragmentary sectional view of the control mechanism taken on line 9-9 of Fig. 4;

Fig. 10 is a sectional view taken on line III-I0 of Fig. 4, showing the magnetically operated control mechanism;

Fig. 11 is a sectional view taken on line II.-II of Fig. 4,showing the pump for the drive mechanism lubricating system;

Fig. 12 is a sectional view of the lubricating system taken on line I2-I2 of Fig. 11;

Fig. 13 is a sectional view taken on line I3-I3 of Fig. 4.

Referring to the drawings by characters of reference, I0 represents the floor board of a motor vehicle body having at the front end thereof a toe board II terminating at its forward end in dash I2. The instrument panel I3 carries a conventional ignition switch Il controlled by a key I5.

The drive mechanism consists of an engine I6, a main clutch containing casing I1 at the rear of the engine, a change speed gearing casing section I8 at the rear of the clutch casing, and casing section I9 at the rear of the change speed gearing casing containing drive modifying mechanism, the casing sections I8 and I9 being formed integral with a dividing wall. A tail shaft 20 projects through the rear cover 22 of casing I9 and is formed with an enlarged hollow front end 2|.

A driving shaft 23 projects into the front end of casing i8 and is suitably supported by bearing 24, the forward end of such shaft being driven by the engine through a conventional main clutch (not shown). The rear end 25 of shaft 23 lying within casing I8 is enlarged and hollowed out and has peripheral gear teeth 26 and clutch teeth 2l formed thereon. The forward end of a drive shaft 28 is carried by bearings 29 in the hollow end of the driving shaft and extends through the rear wall of casing I8 into casing I9. A suitable bearing 30 supports the 'drive shaft in the rear wall of casing I8. Gear 3l is rotatably mounted on shaft 28 and has a flange extending forwardly with clutch teeth 32 formed thereon, these teeth being similar to and aligned with clutch teeth 21. The rear end of the driving shaft k,is formed as a cone clutch element 33 and the forward end of the gear 3l is formed as a cone clutch element 34.

Between the gears 26 and 3I is arranged a shiitable clutch means for selectively drivingly connecting either gear with the drive shaft 28. Clutch hub 35 is slidably splined on shaft 28 and has a toothed periphery 36 with which internal teeth of clutch ring 31 mesh in sliding relation. The ringr is axially movable to engage with either the clutch teeth 21 or 32 and spring pressed balls 38 are carried by the hub and engage with recesses 39 in the ring to resist axial movement of the ring relative to the hub. Cone rings 48 are fixed to the hub in relation to engage with cone surfaces 33 and 34 for synchronizing the hub with the clutch 21 or 32 prior to engagement by the clutch teeth 21 or 32 by the ring 31. Thus when the clutch means is shifted to engage either shaft 23 or gear 3| with shaft 28, axial pressure is applied to the ring 31 and the hub 35 will be moved therewith due to the ball engagement until one of the cone rings 48 engages one of the cone surfaces 33 or 34, depending upon the direction of movement, and continued axial pressure against the clutch ring will first synchronize the clutch means with the engaged member and will thereafter unseat the balls 38 from recesses 38 so that the clutch ring can continue its movement to engage either of the clutch teeth 21 or 32. Arms 4| of shifter yoke 42 engage in a recess 43 of the clutch ri-ng and this yoke is pivotally mounted on a shaft 44 and fixed to a, shaft 45, such shafts being suitably mounted in casing i8. The shifter yoke can be rocked to actuate the clutch means by suitable mechanism (not shown) connected with lever 48 that is fixed to shaft 45.

A lay shaft 41 extends parallel beneath the drive shaft and is suitably mounted in casing I8.

'I'his shaft supports a gear cluster comprising gears 48 and 49, gear 48 being in constant mesh with gear 26 and gear 48 being in constant mesh with gear 3|.I Direct forward speed drive can be obtained from the driving shaft 23 to the drive shaft 28 through engaging the shiftable clutch means with clutch 21, the drive being from shaft 23 and clutch 21 to ring 31 and hub 25 to shaft 28. When the clutch means engages clutch 32 a forward reduced speed drive is obtained, the drive being from gear 26 to gear 48, gear 49 to gear 3|I the clutch 32 to the ring clutch 31 and hub 25 to shaft 28. The change speed gear casing has its opening and cover at the bottom and is thus of the inverted type so that the floor board can clear the casing a minimum distance above the ground.

The drive is transmitted from the drive shaft 28 to the tail shaft 28 by mechanism that is operable to modify the driving speed. 'I'he tail shaft is carried by a roller bearing 58 mounted in the casing end cover 22 and the enlarged end 2| projecting into the casing has a peripheral gear 5I and an internal 'gear 52 formed thereon, see Fig. 6. The rear end of the drive shaft 28 projects into this enlarged forward end of the tail shaft and between such telescoping shaft end portions is arranged planetary gearing that is controlled to provide a direct or modified driving connection. A sleeve 53 carrying a sun gear 54 is rotatably mounted on the drive shaft and a plurality of planet gears 55 are arranged between and in mesh with the sun gear and the internal gear 52 on the tail shaft. The planet gears are rotatably moun-ted on shafts 56 carried by arbor rings 51 and 58 secured together by rivets 58, ring 58 being xed to the drive shaft 28 as at 88.

'I'he enlarged forward end of the tail shaft is formed with an internal annular surface 88 between gears 5I and 52 against which rollers 8| bear and such rollers also bear against cam sur- A faces 62 formed on the periphery of a h ub 83 ex- 7 the tail shaft.

tending rearwardly from the arbor ring 58. The rollers are mounted in a ring keeper 84 suitably retained on the hub 83 and normally urged out of driving relation with the cam surfaces by suitable spring means 85. 'I'he rollers provide an overrunning clutch connection between the planet gear carrier hub a-nd the tail shaft,v the hub 63 being splined of course to the drive shaft as at 66. As the planet gear carrier rotates with the drive shaft, the planet gears will rotate the tail shaft at an increased speed when the sun gear is held stationary or will idle around the tail shaft when the sun gear is free. When the overrunning clutch rollers wedge the cam surfaces 62 with the tail shaft then of course the drive is directly from the drive shaft to the tail shaft through the rollers, but this direct roller drive is broken when the tail shaft overruns the drive shaft. The planetary gearing arrangement can be such that when the sun gear is held stationary the drive through the planet gears will provide overdrive or underdrive, in the present illustration the mechanism provides "overdrive. It will thus be seen that the drive shaft can be selectively driven at two forward speeds and that either of such drives from the drive A shaft to the tail shaft can be direct or modified. Four forward speeds are thus selectively possible.

Reverse drive is obtained by mechanism that is independent of the drive modifying mechanism. Shaft 18 is fixed in bearings 1| and 12 formed in webs of the cover 22 and casing I8 a-nd extends parallel to the lay shaft, drive shaft and tail shaft. A sleeve 13 is shiftably mounted on shaft 18 and fixed on the ends of the sleeve are gears 14 and 15. 'I'he sleeve can be shifted to mesh gear 14 with driven gear 48 and at the same time to mesh gear 15 with gear 5| on the tail shaft. As the gear 48 is rotated with gear 28 on the driving shaft, the meshing of gears 14 and 15 with gears 48 and 5| will provide a positive reverse drive from the driving shaft 23 to The sleeve 13 is formed with a recess 18 in which shifter yoke 11 engages and this yoke is fixed to shaft 18 slidably mounted in an annular sleeve 19 formed in casing |8. Shaft 88 extends through the casing I8 and has an arm 8| fixed on its inner end that extends through a slot in the sleeve 18 and into a slot 82 in shaft 18. Shaft 88 can be rocked by an arm 83 fixed to the outer end thereof and with which suitable actuator mechanism (not shown) can be attached. The reverse drive mechanism is shown shifted into operative relation in Figs. 4 and 7. When the reverse mechanism is in neutral it is entirely disconnected from the operated drive mechanism so that no gear noise results.

Mechanism is associated with the clutch yoke 42 and the reverse shift mechanism so that one will always be locked out while the other is in engaging position. The yoke 42 is formed with a recess 84 and the shaft 18 with a recess 85 adapted to receive a locking ball 88 carried in an opening 88 in sleeve 18. The recesses are so related that they are coincident when the reverse gears are disengaged and the clutch ring 31 is disengaged. When either the yoke 42 or the shaft 18 is shifted from such ineffective position, the ball will move partly into the one that is not shifted and cannot be released until the recesses are again coincident. Thus the reverse mechanism is locked to sleeve 18 when the clutch ring 31 is shifted out of neutral and the clutch vehicle driver.

ring-is locked to sleeve Il whenever the reverse gearing is in effective driving position. The yoke 42 and the rod 18 are engageable by spring pressed detents 81 carried by casing I8 to retain them in effective positions.

The clutch ring 31 and the reverse shift mechanism are operated preferably manually by the The planetary gearing portion of the drive is controlled by electrically operable mechanism preferably under control of the engine throttle and a governor.

The forward end of sleeve |53 is formed with an outwardly extending annular flange 90 formed with radially extending peripheral recesses 9| therein. These recesses are arranged to receive a lock member in the form of a pawl 92 slldably mounted in a ring member 93 secured to the forward wall of casing I9 by bolts 94. The pawl is normally disengaged from the sun gear sleeve flange thereby allowing the planetary gearing to idle so that direct drive is established between the shafts 28 and 20 through the overrunning clutch rollers 6|. When the pawl projects into one of the recesses 9|, the sun gear will be held stationary and the planet gear carrier, being driven by shaft 28, will drive the planet gears around the sun gear and thereby drive the gear 52 of the tail shaft at a faster speed than that of shaft 28.

'I'he pawl 92 that locks the sun gear to establish overdrive is actuated by a rod 95 under the control of an electro-magnetic system including a solenoid indicated generally at 96. The solenoid housing 91 is securedv to casing I9 by bolts 98 and xed in the housing is a pair of rods 99 to the outer ends of which is fixed a cross member |00. Centrally of the casing is fixed a bracket and slidably mounted in the fixed bracket is an armature |02 having a flanged cap portion |03 that covers the hollow end thereof. The rod 95 extends axially through the armature and is slidably associated therewith. On the end of the rod is a contact |04 that is grounded as indicated at |05. Within the hollow portion of the armature is a coil spring |06 bearing at one end against the cap |03 and at the other end against a retainer |01 fixed to the pawl rod. Between the armature cap and the fixed bracket|0| is another coil spring |08 normally exerting suflicient pressure to hold the armature in extended position when the winding coils |09 and ||0 of the solenoid are deenergized. The spring |06 is compressed by armature movement when the coils are energized to create sufficient force against the retainer |01, xed tothe pawl rod 95, to press the pawl into one of the recesses 9| in the sun gear sleeve flange upon torque reversal.A

The spring |08 when compressed by the armature is charged to move the pawl into a recess 9| in the sun gear sleeve flange but if allowed to do so while the sun gear is rotating breakage would occur, so means is provided to block out the pawl. Frictionally associated with the sun gear sleeve flange is a block-out ring having two spaced ears II2 extending radially therefrom. In the ring and between the ears is a slot ||3 into which the pawl must pass in order to enter one of the recesses 9|. Rotation of the ring I I is limited by a pair of plates I4 suitably anchored in casing I9 and arranged to serve as guide means for the pawl. These plates project radially into the space between ears I2 and thus limit rotation of ring III. The block-out ring rotates frictlonally with the sun gear sleeve ange until one of the ears strikes againsty one of the guide plates where the ring remains and thus the ring blocks movement of the pawlinto a recess 9|. Upon reversal of the sun gear rotation, the block-out ring will rotate in a direction so that the opening II3 will register with openings 9| permitting the pawl to move into a recess 9| and thus lock the sun gear stationary with casing I8. A

Winding coil ||0 is arranged to have sufllclent capacity when energized to overcome the spring |08 and move the armature toward pawl 92,-and the coil |08 is designed to have suilicient capacity vi lffr; energized to hold the armature in the extended position to which it is shifted by the primary winding coil H0. The winding coil ||0 is connected to a contact ||5 arranged to extend beyond the movement of the armature cap and in relation to engage the grounded switch arm ||6 that lies in the path of movement of .the armature cap and normally engages contact IIS. Thus when the armature is energized, the movement of the cap will carry the switch arm ||8 therewith to disengage it from contact ||5 and thereby break the primary coil circuit. 'I'he holding coil |09 is grounded, as indicated at |I1, so that it will hold the solenoid in the position it has been moved to by coil 0 after the primary circuit to coil ||0 is broken. This movement of the armature does not shift the pawl rod 95 but it does compress spring |06 so that the spring will push the pawl rod to engage the pawl with a sun gear notch 9| when torque reversal and movement of the block-out ring permits. When the armature is released by the holding coil then the spring |08 will return it to normal position and this movement of the armature will move the retainer |01 therewith thus moving the pawl rod and pawl to disengaged position and allowing switch IIB to move back into engagement with contact ||5. Before the pawl can be disengaged from the sun gear sleeve flange recess a torque reversal is required and this ls accomplished by grounding the motor ignition.

The engine ignition system consists of the usual elements including spark plugs, as indicated at ||8, a distributor ||9, a coil |20. an ammeter |2I, a starter motor |22, a battery |23, and switch I4. A conductor line |24 connects the battery with the Starter motor, the starter motor being grounded, and a conductor line |25 is connected with the ammeter and line |24. Between the ammeter and switch I4 is' a conductor line |26. Between the coil and the ignition switch is a conductor line |21, and between the coil and the distributor ls a high tension conductor |28. The distributor is connected to the spark plugs by conductor lines |29 and it is obvious that the spark plugs can function only when the ignition switch I4 is closed.

A plurality of controls for the electric system is provided. One of these controls is a foot operated switch' structure indicated generally at |30, another control is a hand operated switch structure at the dash indicated generally at |3I, and another control is a governor operated switch structure indicated generally at |32, such cony trols regulating the action of the solenoid and the ignition.

In the control arrangement is a relay indicated generally by numeral |33 having two movable cores |34 and |35. The core |34 has a disk |36 fixed thereto and core |35 has -a contact disk |31 fixed thereto. The disk |38 carries insulated contacts |30 and |39 on opposite faces thereof and is arranged intermediate the contacts |40 and |4|. being normally moved for contact |36 to engagecontact |4| by coil spring |42. 'I'he conductor line |26 associated with the battery land the ammeter is connected with contact |46 and conductor line |43 connects contact |4| with the low tension terminal of coil |20. This same coil terminal is connected with the distributor by a low tension conductor |44. Theclosing coil I of the solenoid is connected by conductor line |45 with `the contact |36 and the holding coil |06 of the solenoid forms one end of a conductor line |46 that forms the winding for the relay core |35 and is connected to the conductor line |45 at |46. A conductor line |41 forms the winding for the relay core |34 and is connected to contact |40 at one end and at the other end to a Contact f |46 in the switch |30.

Switch |30 includes a housing |49 suitably mounted below the toe board having a slidable stem |50 projecting therefrom and carrying the contact disk to establish or break the electrical connection between contact |48 an-d contact |52. This disk is normally pressed into ensagement with the contacts within the switch housing by coil spring |53. Stern |50 projects below the switch housing and into the path of movement of an arm |54 connected by rod |55 with the accelerator pedal |56. This arm |54 ls fixed to a shaft |51 that has mechanism connected therewith for controlling the engine throttle opening. The normal operating range of the accelerator pedal is indicated in Fig. 1 between the full line position and the uppermost dotted position so when the pedal is in the full line position the engine is idling and when in the uppermost dotted line position wide open throttle position is obtained. The pedal must be in oved below the upper dotted line position, as indicated by the lower dotted lines in Fig. 1, for the arm |54 to move the stem |50 inwardly so that the contact disk |5| will be moved away from contacts |48 and |52. Thus the switch |30 will be closed except when opened by the operation of the accelerator pedal when moved beyond the wide open throttle position.

The switch |32 is connected in series with the switch |3|. Conductor line |60 connects the contact |52 with contact |6| and switch |3| includes the contact disk |62 that is arranged to ncrmally connect contact |'6| with contact |63. This switch |3| is located at the dash and is provided with a knob |3|' by means of which the disk |62 can be pulled out of engagement with contacts |6| and |66.

The switch |3| is connected in series with the governor controlled switch device |32 by means of a conductor line |64 leading from contact |63 to a terminal |65 on the governor housing |66. A grounded terminal |61 leads into the governor housing and terminals |65 and |61 are arranged to be connected or disconnected by an overcenter type of switch |68 under the control of a flexible metal strip |69 having its ends fixed to a pair of centrifugally movable weight members mounted on a shaft 1| suitably arranged to be driven by gear |12 meshing with gear |13 iixed on .the tail shaft 20. This governor is arranged to flatten the strip |69 to cause the switch |66 to connect terminals |65 and |61 when the vehicle travels above some predetermined speed, for example twenty-four miles per hour when change speed gearing is in direct driving relation.

- When the vehicle speed falls below approximately twenty-four miles per hour, then the strip |69 is bowed by the centrifugal weights and the overcenter switch |66 moves out of contact with terminal |61.

A contact member |66 is mounted on the solenoid cross member |66 and is arranged in the path of movement of the pawl rod 65. This contact member is connected by a conductor line |6| with an indicator light bulb |62 secured to the dash and another conductor line |33 connects the light bulb with contact |38. A switch member |64 1s arranged to normally engage a contact |66 that is grounded as indicated at |66. This switch element |64 is connected by conductor line |61 with a stationary contact |86 in .the relay, and another contact |86 is connected by a conductor line |96 with the contact |39 of the other relay. The contact disk |31 is arranged to complete or break the circuit between contacts |66 and |66 and spring |9| normally hold-s the disk away from the contacts. 0

Assuming that the clutch member 31 is engaged with either clutch teeth 21 or 32 establishing a drive through the change speed gearing and that the ignition is turned on, it is possible to have either a direct drive through the overrunning clutch or an overdrive through the planetary gearing. In order for the drive to be direct from the drive shaft 26 to the tail shaft 20 through the clutch rollers 6|, the circuit to the solenoid must be broken and this may be accomplished either by opening the switch |3| at the dash or by opening the foot regulated switch |30. When these two switches |30 and |3| are closed then direct drive through the clutch rollers can be had when the governor switch |32 is open.

The foot switch |30 and the lock-out switch 3| are in series with the governor switch |32. The circuit to the solenoid will thus be broken whenever the foot switch, the dash switch, or the governor switch is open. Whenever the circuit to the solenoid is broken spring |08 will move the armature outwardly after torque reversal in the drive has taken place, and the armature will move the pawl rod therewith to disengage the pawl from the sun gear sleeve ange. When the pawl engagesin a sun gear sleeve recess, overdrive is established through the planetary gearing and whenever the pawl is released from the recess then direct drive is established through rollers 6| except when the tail shaft overruns the drive shaft.

As shown in Fig. 3, the control system is deenergized so that direct drive through the overrunning rollers 6| will take place. In Fig. 2 the control system is energized and the pawl locks the sun gear so that overdrive is established through the planetary gearing. Overdrive can be established only when the vehicle is above the predetermined speed at which the centrifugal switch |32 is closed and after torque reversal occurs, such as by actuating the accelerator pedal in a throttle closing direction. When the weights |10 have moved to Hatten spring |69 and engage switch |68 with terminals |65 and |61, line |41 will be energized and relay core |34 will move disk |36 so that contact |38 engages contact |40, such disk movement moving contact |39 away from contact |4|.4 As the closing coil winding ||0 is connected to contact |38 by line |45 it will be energized and holding coil |09 will also be energized through conductor |46 that is connected to contact |36. Energizing the conductor |46 will move the core |35 and disk |31 so that contact |89 is connected to contact |88. As the closing coil ||0 is energized it moves armature |02 toward` the sun gear sleeve flange against the action of spring |08, end such movement of the armature compresses spring |06 but will not change the position of the pawl rod 95 as the pawl is blocked by ring until torque reversal in the drive takes place. Thus as contact |04 engages switch element |80 the light circuit is established when contact |38 is moved into engaiement with contact |40. When the amature is moved, as just stated, it carries the switch member therewith as shown in Fig. 2, and breaks the circuit to the closing coil ||0 of the solenoid but the armature retains its position because the holding coil |09 is energized and will prevent compressed spring |08 from returning the armature to its normal position. The pawl rod is thus held under spring pressure ready to shoot the pawl into a recess 9| when sun gear torque is released-allowing slot ||3 to register with the pawl. Such torque reversal is obtained when the driver raises his foot on the accelerator pedal. The purpose of the light is to warn the driver that the pawl is ready to establish overdrive by locking the sun gear and that pedal movement must be made to obtain torque reversal before the sun gear can be locked to establish overdrive. In other words the mechanism is ready to establish overdrive if the accelerator pedal is allowed to rise. As soon as torque reversal takes place the compressed spring |06 pushes the pawl into engagement with the sun gear flange locking it to casing i9 and establishing overdrive.' As the pawl rod is thus moved by the spring |08, the contact |04 is disengaged from contact element |80 and thus opens the light circuit.

When the drive mechanism is in overdrive relation, the shift back to direct drive can take place in several ways but due to driving pressure holding the pawl and sun gear sleeve flange together there must be a torque reversal in orderfor spring |08 to withdraw the pawl from a recess 9 In the present instance this reversal of torque is obtained by temporarily grounding-out engine ignition. The arrangement is such that the grounding-out of the ignition is discontinued under control of the pawl rod and, in addition, the grounding-out will be discontinued within a predetermined time limit if the pawl rod fails to function for this purpose. Such reestablishment of the ignition system will prevent motor failure from the standpoint of ignition failure.

When the mechanism is in overdrive relation, the electrical system is related as shown in Fig. 2. Whenever one of switches |30, |3| or |32 is opened then the circuit through conductor line |41 leading to relay contact |40 is broken and the relay core |34 is deenergized allowing spring |42 to move contact |38 away from contact |40 and engaging contact |39 with contact |4|. The holding coil |09 is thus disconnected from contact |40 and releases the solenoid armature, but as spring |08 does not have sufficient strength to overcome the drag of driving torque on the pawl there must be torque reversal before the pawl can be withdrawn from the recess 9| in the sun gear sleeve flange.

'I'his reversal of torque is obtained whenever the circuit through conductor line |41 is broken by actuation of one of the control switches because the engine ignition system will be grounded out. Core |34 when deenergized allows spring |42 to move contact |38 away from contact |40 and closes contacts |39 and |4|. Contacts |88 and |89 remain bridged by disk |31 because of the magnetic time delay designed in the relay and interval as the disk |31 will .be moved, at the completion of the magnetic time delay in the relay, by spring |9| to break the contacts |88 and |89 thus opening conductor line |81. This forward drive mechanism between the drive shaft 28 and thev tail shaft, and the controlthereof, forms the subject matter of co-pending applications Serial No. 276,317 to W. R. Griswold and Serial No. 279,165 to C. R. Paton.

The drive mechanism is positively lubricated by means of a system including a pump device driven by the tail shaft. A cam 200 is fixed on the tail shaft at the rear of bearing 50 and in the cover plate 22. Surrounding the cam is a strap member 20| from which a piston rod 202 extends. The piston rod is slidably mounted in a cylinder 203 that is pivotally carried intermediate its ends by a pin 204 fixed to one side of the rear cover plate 22. A sleeve 205 is fixed in the inlet end of the pump cylinder and carries a spring seated one-way Aball valve 206. The piston rod has am axially extending passage 201 extending therethrough and carries a spring seated one-way valve 208 in its inlet end. These valves 206 and 208 both open in the same direction. The strap 20| has an inner circumferential groove 209 formed therein that is in open communication with the passage 201 in the piston rod. The cam 200 has an interior circularv groove 2|0 that communicates with groove 209 by means of a radial passage 2| The tail shaft has an axial passage 2|2 from which radial passages 2|3 extend, the latter passages opening to groove 2|0. An axial passage 2 I4 is formed in the rear end of the drive shaft 28 and a conduit 2|5 connects passages 2|4 and 2|2. l

Passage 2|5 serves as a manifold to distribute lubricant to desired bearings and the planetary gearing. At the forward end of the planetary gearing passages 2|6 extend radially from the passage 2|4 in alignment and communicating with radial passages 2|1 in the sun gear sleeve. Encircling the forward end of the ring 51 is an oil ring 2 I8 that serves to guide oil from passages 2|1 into passages 2|9 drilled in the planet gear shafts 56. These passages 2 9 open to the rollers 220 arranged between the shafts and the planet gears and the planet gears have passages 22| through which oil can lloW to their teeth that mesh with gear52. It will be observed that the passage 2|4 in the drive shaft extends forwardly beyOnd the planetary gearing for conducting oil to other bearing portions of the drive mechanism.

The pivotal mounting of the pump cylinder and the cam mounting of the pump piston provides an eccentric pumping action. Thus upon each revolution of the tail shaft, the cam 200 will cause a stroke of the piston so that its movement upwardly from the cylinder draws oil into the cylinder as valve 206 will be opened and in its downward stroke valve 208 will be opened and pressure applied to the oil in the cylinder. The oil under pressure will pass through the piston and passages 208, 2li, Ilil and 2li to the main feeding manifold 2I2-2H, and from such manifold to the passages leading to and through the planetary gearing. This type of pump is positive in its action, has a small degree of movement and createa relatively little noise.

In a car equipped with this driving mechanism, the driver will have the option of two methods of getting under way from a standing start. He can shift into low direct forward speed, accelerate to some reasonable speed and then shift into direct forward speed, keeping the overdrive out of action until a desired cruising speed has been reached and then he can 'go automatically intov overdrive by releasing the accelerator pedal. This method of shifting from low to direct forward speed even though the centrifugal switch is closed is possible because the accelerator pedal is held down and must be released before torque reversal will allow the block-out ring to engage the pawl to cause overdrive. enages the gearing for low direct speed forward, then releases the accelerator pedal to bring in trifugally, and then raising the accelerator pedal With the second method, the driver overdrive and he can then shift into directf'or# ward speed while in overdrive unless he presses the accelerator pedal beyond wide open throttle position which would discontinue the overdrive.

It will be seen that when in overdrive with either direct or low speed forward drive engaged, overdrive can be discontinued by pressing the accelerator pedal beyond wide open throttle position because the electrical control will be broken and the ignition will be temporarily stopped to cause torque reversal so that the pawl can be disengaged to free the sun gear. Overdrive can also be discontinued -by manually breaking the electrical control circuit at the dash switch ill or by automatic breaking of the governor switch cento permit torque reversal so that the pawl can be removed to free the sun gear. Likewise in going from a direct drive to overdrive through operation of the governor switch, vthe accelerator pedal must be raised to permit torque reversal so that the pawl can pass the lock-out ring and engage the sun gear. Thus the forward speeds can be shifted back and forth after the centrifugal switch has reversed its action provided the accelerator pedal is not raised or pressed beyond wide open throttle to obtain torque reversal.

It will also be seen that the planetary speed modifying gearing is always in driving relation and that a lock-out or release is not necessary except for the engagement and release of the pawl.

Although the invention has been described in connection with a specii'lc embodiment, the princi-ples involved are susceptible of numerous other applications which will readily occur to persons skilled in the art. The invention is therefore to be limited only as indicated by the scope of the appended claim.

What is claimed is:

In a driving mechanism for motor vehicles, change speed gearing including a drive shaft and a driven gear; a tail shaft having two sets of teeth and a bearing surface: reverse driving means including a shaft having gears at each end operable to engageor disengase the gear and one set oi' teeth on the tail shaft: planetary gearing including plnions meshing with the other set of teeth on the tail shaft, pinion carrier means ilxed to the drive shaft and a sun gear; means operable to hold or release the sun gear and an overrunning clutch between the tail shaft bearing surface and the pinion carrier means.

JESSE G. VINCENT. 

